Improvement in carrbkakes



A. F. aus.

Car-Brakes@ 110,151,118, Patented May 19, 1874.

`To all whom it may concern:

are journaled, which bear against the end of a UNITED STATs Orino.

ALBERT F. GUE, OF EASTMANVILLE, MICHIGAN, ASSIGNOR OF ONE -HALF E1sRIGHT To JAMES M. KELLEY AND GEOEQEELMMIELSMTISTIN,

ILLINOIS.

IMPRovEMem-ia Cleaver-mees.

Specification forming part of Letters Patent No. lLlS, dated May 19I1874; application filed January '7, 1874.

Be 'it known that I, ALBERT F. GUE, of Eastmanville, in the county ofOttawa and State of Michigan, have invented an Improvement inGar-Brakes, of which the following Iis a specification:

The nature of this invention relates to an improvement in continuousbrakes for railway- Jtrains, the object of the invention being to placethe control of the brakes under the engineer or some other person at anyspeeiiied point in the train; and it consists in a spool preferablysleeved upon the hind driving-axle of the engine, and having one endfurnished with an oiled friction-pad,which presses against and isrevolved by a stationary collar upon such axle, said spool being forcedinto Contact by friction-wheels upon the forked clutch of a lever, theseveral parts constructed and arranged as more particularly hereinafterdescribed. Y

Figure 1 is a central longitudinal vertical section of the foot-plate ofa locomotive and the forward truckof its tender, showing the applicationof the brakes. Fig. 2 is a sectional elevation of the hind driving-axle. Fig. 3 is a perspective view of the lower end of the lever andthe clutch.

In the drawing, A represents a hand-lever pivoted in a slot in thefoot-board, and is curved at its lower end to form a cam, which pressesdown the horizontal arm of a clutch, B, pivoted at its angle to a fork,a., pendent from the foot-board. The pendent end of the clutch is forkedto embrace the hind drivingaxle G, on which is a stationary collars, D,next which is an oiled friction-pad, E. At the ends of the clutch-forksfriction-wheels F F chain is thus transferred to them.

spool, C, sleeved upon the axle when the lever is thrown forward,forcing its other end against the pad and the latter against the collar,thus causing the spool to rotate with the axle and wind upon it thebrake-chain J. H lEI are the rear driving-wheels, and I is thefoot-board of the locomotive. M are oil-eups through which to lubricatethe spool. The chain extends from the spool around a sheave, K, on thefore part of the front tender truck, thence around a shea-ve, L, on theupper cud of the brake-levcr O, thence to the other brakes in the trainin like manner. The brakes of each truck bein g connected to the onelever, tension on the The oiled friction-pad and the rollers F F preventany unnecessary or excessive strain on the brake chain after therequired tension is obtained. If desired, a dynanioineter can readily beattached to the brake-chain or spool to indicate the degree of tension.

I ain aware that it is not original with nie to oonibine in a car-brakea fixed collar upon an axle with a movable spool actuated by levers intocontact with the collar, and I do not claim to have been the first toconceive of such a combination; but

Vhat I do believe to be original with me,

ALBERT E. GUE.

Witnesses WM. H. LoTZ, N. E. Bortoli.

